Internal-combustion engine



y l.. M. wooLsoN INTERNAL COMBUSTION ENGNE Filed Aug. 16, 1922 2Sheets-Sheet l EMRK SQ QN H Gamuz" 1,627,761 May i@ i927. L M wool-SONINTERNAL COMBUSTI'ON ENG INE `Patented May 10, 1927.

UNITED STATES vPATENT OFFICE.

LINEL M. WCOLSON, F DETROIT, MICHIGAN, ASSIGNOR T0 PACKARD MOTOR CARCOMPANY, OF DETROIT, MICHIGAN, A CORPORATION 0F MICHIGAN.

INTERNAL-COMBUSTION ENGINE.

Application illediiugust 16, 1922. Serial No. 582,265.

This invention relatesto internal combustion engines and 'particularlyto means, for

controlling the speed thereof.

In the use of internal combustion engines in -dirigibles, for instance,van attendant or opera-tor is not always at hand because as a rule theengines are arranged at widely separated points on the dirigiblel andone operator has charge ofseveral engines. In.

- these cases, therefore, it is desirable that the throttle valve orother controlling means may be set at a predetermined pointto give thedesired engine speed for the particular Cruisin 'or running scheduleupon which ,the

i5 dirigib e is operated. It is also desirable Y that in event of theoil `pressure of the engine falling below a predetermined degree as by abearing burning out or because the oil supply is low, or in event o theengine racing or running at an excessive speed due to a propellerbreaking or something o that sort, A the engine will be automatically4stopped or .brought down to idle running speed, or in other words, thatthe controller or lthrottle valve shall be moved to its closed or idlingposition so that the engine will not continue to run without oil orsothat it will not race and pound itself to the operator can reach it. gf

.It is onevof the objects of the'present invention to provide simple andautomaticl means forffstopping or bringing v down to idling speed anengine that has lost its oil pressure or has exceeded its predetermined.maximum speed.

Another object of the invention is to provide speed controlling meansfor an internal combustion engine, which means may be set to any desiredposition within its range and which means is acted upon directly by theoil pressure to retain it in that position.

i Another object of the invention is to provide a speed controllingmeans for an internal combustion engine 4which means is lretained in itsset position by oil pressure acting directly upon it and which oilpressure is adapted to be lowered by excessive speed of theengine.

Other objects of the invention will appear -from the followingdescription taken in connection with the drawings,-which form a part ofthis specificatiomand in which:

Fi 1 is a somewhat diagrammatic View showing a part of an internalcombustion 5 5 engine and a speed controlling means conpieces before:

' -an arm 18 which is connected to the arm throttle closed the spring20.

nected therewith and made in accordance with 'this invention;

Fig. -2 is an enlarged longitudinal section through the governor part ofthis invention and adjacent parts of the engine crank case;

Fig. 3y is an enlarged elevation of the hand controllin device;

Fig. 4 1s a vertical section substantially on the line 4-4 of Fig. 3;

Fig. 5 is a transverse section on the line 5-5 of Fig. 3; and

Fig. 6 is a transverse section on the line 6-6 of Fig. 3.

Referring to the drawin s 10 represents the crank case of an interna?gine and 11l is the intake conduit of such engine, a throttle valve 12,operatin by an arm 13, being shown as the means or controlling thesupply of mixture passing to the engine and consequently for controllingthe speed of the engine.

Mounted at a, suitable point with relation to the engine is a support14, shown in Fig. 4. upon which is a bracket 15 having a segment 16 anda pivotally mounted lever 17. This lever is the hand controlling devicefor the engine throttle and it is provided ywith 13 by a rod 19 or othersuitable mechanism. A-spring 20 tends to move the lever 17 to lposition,so that the throttle is biased towar this position, and the lever may,of course, be moved by hand against the action of the spring so that thethrottle may be opened or closed as desired.v A rubber bum er 21 islprovided for relieving the shoc when the lever is closed abruptly byUpon the lever 17 is pivoted ,a latch 22, as

`combustion en-f at 23 and a spring 24 acting on the end 25 of saidlatch tends to move the opposite end 26 pf the latch 22 into engagementwith the notches of the segment 16, as shown articularly in Figs. 3 and4. Thus the ever 17 may be moved to any desired osition and the latch 22will retain it in t at position untilv the latch is moved against theaction of the spring 24. A handle` 27 for disengaging the latch andmoving the lever is provided. Also, a cover 28 is detachably securedover a part of the latch 22 to give a better appearance to the device.

The tension of the spring 24 is adjustable cup 29 which is threadedinto'a boss 30 on the bracket 15 and a nut 31 secures the cup 29 in itsadjusted position. The boss 30 also forms the pivot for the lever 17above referred to.

In the construction so far described the s eed of the motor would beentirely manua ly controlled. lt is desirable. however, that the latch22 shall be moved from its position in engagement with the segment 16 atany time that the oil pressure drops below a predetermined point. Thisis accomplished, in the present invention, b v the use of a diaphragmhaving a direct connection with the latch 22. As shown particularly inFig. 4,.a diaphragm 32 is secured between a part 33'of the bracket 15and a plate 34, screws 35 securing the plate 34 to the bracket. A rod 36having its head 37 in direct contact with the center of the diaphra 32has its other end extending through the opening in the end 35 of thelatch 22 and nuts 38 are. arranged on the projecting end of the rod 36thereby forming an a utment. A spring 39 surrounds the rod 36 betweenthe head 37 and the cup 29 above. referred to and this spring isstronger than the spring 24 and consequently tends to move the latch 22in opposition to the spring 24 and to inoperative position. It will beseen, therefore, that with no particular pressure on the diaphragm 32the spring 39 would move the latch 22 to d isengaging position. However,the opposite side of the diaphragm 32 is adapted to receive the oilpressure of the lubrication sysv tem of the engine and this is effectedby a pipe connection 40. This pipe connection runs down through pipes 41and 42 to a pump 43 the inlet of which pump is arran ed in the lowerpart of the crank case of t e engine so that the pressure of oilproduced by the pump will act against the dia hragm 32. As long as thispressure ex ceeds a certain minimum the dia hragmand the spring 24 willretain the atch 22 in engaging position with the segment 16 but if theoil pressure for any reason drops below the established minimum thespring v39 will overcome the diaphragm pressure as well as the pressureof the spring 24' and and the lever 17 will then jump to closed ositionand bump against the rubber bumper 21. f

The engine Aoil system is also providedv with a conduit or pipe 44whichr may lead to the main crank shaft bearings indicateddiagrammatieally in Fig. 1 at 45 and it may have a branch pipe 46leading to other bearings 47. The overfiow from the bearings isindicatedat 48, in Fig. 1 and this overflow,

.of course, goes back into the crank case where it is ,picked up andre-circulated by the pum 43 thus keepinga constant pressure in t esystem. l

'governor v'casin In Figs. 1 and 2 the crank case 10 oftheengine isshown as formed with an opening 49 and `a governor casing 50 .issupported over the opening. This governor casing sup-i ports a pair ofseparated bearings 51' inv which the governor shaft 52voperates and thisshaft is shown as driven through a pair of gears 53 `from any suitablepartof the engine. A shaft '54 telescoping within the shaft 52, as shownparticularly in Fig. 2,4

and a pair of governor arms 55 are pivoted as at 56 to the shaft 52'sothat their oper# ating fingers 57 will operato against a flange 58 onthey shaft 54 to move the latter length-y wise as the speed of rotationof the shaft 52 increases. The end of the casing 50 is provided with acover 59 having a hollow eifr-` tension 60 in which is mounted thegovernor spring 61. A plug 62 is threaded into the end of the extension60 fand is accessible from the outside of the casing for adjusting thetension V'of the spring 61. A nut 63 is provided for locking the plug inadjusted position.

The opposite end of the springl 61 rests in a piston valve 64 whichcloses. an opening 65 between the interior of the governor casing',

50 and an annular space or com artment 66 formed in the cover 59 arounithe piston v 'valve 64. This space 66 is in communication button on itsadjacent end. Preferablythe contact surface ofthe button 69 is flat.

and that of the button 70 is s iherical so that substantially a pointcontact' et'weenthe two buttons is obtained.

There are outlet openings 71 and 72 inthe closes the opening 65 at allnormal speeds of' the en ine so that 'oil does not normally pass from te lchamber 66 to the governorl housing v exce t'such as mav leakl astthe valve' 64. move the latch 22 to` disengaging positionv P p From theabovedescriptionit will be seen 50 which provide for the' A hardihn llt)

in the oil system, such as failure of oil in i I the crank'cas'e orfailure of the pump itself,"

will relieve the pressure on the diaphragm 32 and cause the spring 39 tomove the latch 22 to inoperative position.l Also, if the `engine exceedsits predetermined maximum speed the governor arms 55 .will move the andthus o shaft 54 against .the 'action of the 'spring' A61 1125 n thepiston valve 64 so that oil` will flow rom the chamber 66'th'rough the iopening '65 linte the governor casing .and thence through the openingsland 72 into and may specifically claim, I do not esire it to beunderstoodthat my invent-ion is limited to the exact details of theconstruction, as it will be apparent that changes may be made thereinwithout' departing from the spirit or scope of my invention.

Having thus described my'invent1on, what I claim and desire to secure byLetters Patent is:

1. The combination with an internal com- .loustion engine, of a manuallyoperable device for controlling the speed thereof, spring means formoving said device tor low speed position, oil pressure controlled meansconnected directly to 'said device for holding the latter in any of itsadjusted positions, and a governor adapted to vary the oil pressure.

2. The combination with an internal combustion engine, of a manuallyoperable device orcontrolling the speed thereof, means tendingconstant-ly to move said device to low speed position, pressurecontrolled means acting directly on said device to retain the same inany of its adjusted positions, and a governor ada ted to var v the saidpressure.

3. The com ination with an internal combastion engine having a pressurelubrication s stem, of a throttle valve biased towards c osed position,means to hold said throttle Y valve in adjusted position, meansincluding a diaphragm operable upon loss ot pressure in the lubricationsystem to release said holding means, a speed responsive device, andmeans including a "alve actuated by said speed 'responsive device torelieve pressure in the lubrication system upon excessive engine speed.s

li. The combination with an internal combustion engine having a pressurelubrication s stem, ot a throttle normally biased to c osed position,latch means to hold said throttle open in adjusted position, pressureresponsive means in said lubrication system, a device operativelyconnected to said pressure responsive means adapted to release saidlatch upon a predetermined loss of pressure inthe lubrication system, aspeed responsive device, and means actuated by the said device torelieve the pressure in said lubrication system below the saidpredetermined amount upon excessive engine speed.

5. The combination with an internal combustion engine having a pressurelubrication system, of control means for said engine, a spring urgingsaid control means toward a position to stop the engine, 'a latchmechanism adaptedsto yhold the control means in adjustedengine-operating position, releasing means for said latch mechanismincluding a pressure responsive member associated with the'lubricationsystem and operable on a fall vof pressure therein, and speed responsivemeans adapted to relieve the pressure in said lubrication system uponexcessive engine speed.

tl. In a controller for internal combustion engines, the combination ofa support, a lever mounted thereon, a latch mounted on vthe lever. andadapted to hold the lever in various adjusted positions, and a iluidpressure device operating to retain the latch in holding position.

7. In a controller for internal combustion engines, the combination of asupport, a

`lever mounted thereon, a latch mounted on the lever and adapted to holdthe lever in various adjusted positions, anda fluid pressure deviceconnected to said support and operating to retain the latch in holdingposition..

. S. In a controller for internal combustion engines, the combination ofa support, a lever pivoted on said support, a latch pivoted on the leverand connected to hold the lever in various adjusted positions, and afluid pressure device connected through said support to the latch forretaining the latch 1n holding position..

t). In a controller, the combination of a support having an openingtherethrough, a lever pivotally mounted on said support, a segment, alatch pivoted on the lever @and ,engaging said segment, a pressurediaphragm mounted on said support, and connections from said diaphragmthrough the opening in said support to said latch.

10.111 a controller, the combination of ay support having an openingtherethrough, a lever pivotally mounted on said support,a segment, alatch pivoted on the lever and engaging said segment, a pressurediaplfiragmv mounted on said support, aspiring plunger in the opening ofsaid support bearing against said diaphragm, and a connec-I tion fromsaid plunger to said latch.

11. In a controller, the combination of a support, a lever ivotedthereon, a latch on the lever, a iiui pressed plunger in said supportconnected to said latch, and a spring to partly offset said fluidpressure.

12. In a controller, the combination oit a support, a lever the lever, afini .pressed plunger in said support connected to said latch, a springto j oilset said fluid pressure to a predetermined degree, and a secondspring against which said latch may be moved without interfering withthe diaphragm.

13. :1n a controller, the combination oit a support, a'lever pivotedthereon, a latch on the lever, a tluid pressed plunger in said pivotedthereon, a latch on p lill liti) les f support connected to said latch,e spring to odset said Huid pressure to a predetermined degree, and :isecond spring against which said latch muy be moved Without. interferingwith the diaphragm or the first spring.

i4. in :in internal combustion engine, the combination with the throttlevulve thereof, of a latch for holding the throttle valve in a givenposition, oil pressure means for reminimer said latch in position, and agovernor eonneeted to control said oil pressure means.

15. in an internal combustion engine, the combination with the throttlevalve und the oil circulating system thereof, of interconnectionsbetween said throttle valve and seid oil circulating system forretaining said valve in open or partly open position wheny the pressurein said system is above a predetermined point and for causing theclosing of said throttle vulve when the pressure of said system fallsbelow said predetermined point, and ai governor operated by the engineand connected to release the Pressure in said system when the enginereaches a predetermined speed.

In testimony whereof' atlix my signature.

LlONEL M. WOOLSON.

